Throttle-valve mechanism for steam-engines.



No. 881,485 PATENTED MAR. 10, 1908.

THROTTLE VALVE MECHANISM FOR STEAM ENGINES.

APPLIQATION FILED MAR. 26, 1906.

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No. 831,485. PATENTED MAR. '10; 1908.

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THROTTLE VALVE MECHANISM FOR STEAM ENGINES.

' APPLwuIoN' IILIID MAR. 26, 1900.

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mmvron PATENTED M .1 190 No 881,485 "G- B. PETSGHE" y I AR 0, s

THROTTLEHVALVE MECHANISM FOR STEAM ENGINES.

APPLICATION FILED MAR. 2a, 1906 BSHEETS-SHEET 3.

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UNITED STATES PATENT OFFICE.

GUSTAV B. PETSOHE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO SOUTHWARK FOUN- DRY AND MACHINE COMPANY, OF PHILADELPHIA, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

Specification of Letters Patent.

Patented March 10, 1908.

Application filed March 26, 1906. Serial No. 308,001.

To all whom it may concern:-

Be it known that I, GUsTAv B. PETsoHE, a subject of the Emperor of Germany, residing in the city and county of Philadelphia, in the State of Pennsylvania, have invented a certain new and useful Improvement in Throttle-Valve Mechanism for Steam-Engines, of which the following is a .true and exact description, reference being had to the accompanying draw ings, which form a part thereof.

My invention relates to the throttle valve actuating mechanism of steam engines, such valves being normally open in the ordinary running of the engine and intended to be closed cutting off all supply of steam to the engine in emergencies when the ordinary governor regulation of the valves is inadequate.

The object of my invention is to provide efficient mechanism for closing the throttle valve when the engine exceeds a certain speed and, by preference, to adapt such mechanism for the convenient openin and latching of the valve after it has been 0 osed.

The general character and particular features of my invention will be best understood I as described in connection with the drawings in which they are illustrated and in which Figure 1 is a side elevation of an engine provided with my improvement in what I believe to be its best and most eflicient form. Fig. 2 is a plan view of the same. Fig. 3 a detached view on a larger scale showing the catch mechanism by which the valve is held open and the emergency governor provided for the purpose of releasing said catch. Fig. 4 is a perspective view of the emergency governor and the catch levers directly actuated by it. Fig. 5 is a perspective view of the link and lever system by which the throttle valve is connected with the latching devices, this view showing the special mechanism. which I have devised for opening the valve after it has been closed, and Fig. 6 is a secti onal'view through the throttle valve casing. A indicates the cylinder of the engine, B the piston rod, C the connecting rod, D the crank disk, E the main shaft of the engine, F F eccentrics for actuating the engine valves, these eccentrics communicating motion to connecting rods G, G. Levers H, H,

are secured on rock shafts I, I, to which shafts are also secured the lever arms J ,J which in turn actuate the rods K, K, the up er one of which actuates the admission va ves indicated at L, L, and the lower one of which actuates the exhaust valves indicated at L, L. These valves are of the ordinary Oorliss type, as shown, and neednot be specifically described.

M is a bevel gear on the shaft E which, through appropriate, mechanism, indicated at M, M actuates the governor M which in turn throughconnecting .rod M, regulates the cut-off of the engine admission valves in the usual way.

N is the casing of the throttle valve, N the throttle valve connecting the valve rod N with the bell crank lever N to which is also connected the rod N, having a threaded lower end, as indicated at N Fig. 5, which screws into a buckle P, the hand wheel 0 being secured on the rod N by which it can be turned in the buckle and its connection with the lever N The buckle P forming this connection is connected with the lever arm Q, of the rock shaft Q, having also a lever arm Q and secured to .it a weighted lever Q The arm Q is connected to the upright rod R, the upper end of which is connected to the lever R secured to a rock shaft R to which is also secured the latch lever R the upper end of which is normally engaged, as, shown in Fig. 3, with the end of the arm S, of a lever S, S, pivoted at S By preference I connect the arms R, and S, by a tie rod T, having, as shown, a nut T at its upper end. These lever arms are elastically forced apart by a spring T acting on abutments T and T which in turn act against the lever arm S, and the lever arm R.

U is a shaft to which is secured the actuating arm U, of the oscillating emergency governor U here shown in the form of a disk or a wheel, but the essential operative part of which is the hinged arm U pivoted to the oscillating disk U at U, and normally held in retracted osition by the spring and rod indicated at T1 This emergency governor is placed in close juxtaposition to the end of the latch lever S and so that when the arm U projects, as indicated in dotted lines in Fig. 3, its end will come in contact with the lever arm S, and force it up, releasing the latch lever R The oscillating emergency governor is actuated through a link V connected to the oscillating lever J which, as already stated, is a part of the engine valve connecting mechanism.

Under normal conditions the throttle valve N is open, as shown in Fig. 6, and the latch engaged as shown in Fig. 3, the system of rods and levers connecting the latch mechanism with the valve holding the valve in open position. When, for any reason, the speed of the engine exceeds a determined rate, the oscillations imparted to the emergency governor U through its positive connection with the moving partof the engine to which it is attached and by which it is actuated, preferably the rock lever J, the arm U is projected, as indicated in dotted lines in Fig. 3, and the lever arm S, engaged and forced upward by it, releasing the latch lever arm It, whereupon the weight of the connecting system causes the arm It to fall and the valve N to close. The link action T, under these conditions causes the lever S, S, to assume the inclined position indicated by the dotted line in Fig. 3 so that it is entirely out of the way of the emergency governor.

Under certain conditions it may be practicable to open the throttle valve N, and restore the parts to normal position as shown in Fig. 3 by drawing up on the lever Q, but where the weights involved or the weights and the pressure of the steam together are too great the valve and catch lever system are restored to normal position by shortening the connection between the lever and Q, which is done by turning the rod N, and scewing its threaded end into the buckle P. This connection gradually forces up the arm R and catch lever R, until the end of the lever R engages the end of the lever S, as shown in Fig. 3. After this engagement has been effected the rod R is turned in the opposite direction lengthening the connection between the levers N", and Q, and forcing the throttle valve open.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is 1. In a steam engine having a throttle valve controlling the admission of steam to the valve chest, the combination with said valves of constantly acting means tending to close it, a catch acting when engaged to hold the valve open, an emergency governor arranged to act as a catch releasing device and means directly and positively connecting said governor with a reciprocating element of the actuating mechanism for the engine valves.

2. In a steam engine having engine valves and a throttle valve controlling the admission of steam to the valve chest, the combination with said throttle valve of constantly acting means tending to close it, a catch acting when engaged to hold the valve open, an emergency governor arranged to act as a catch releasing device, an eccentric and connecting mechanism whereby said eccentric actuates an engine valve, and an. actuating connection from the eccentric to the emergency governor.

3. In a steam engine having a throttle valve controlling the admission of steam to the valve chest, the combination with said valve of constantly acting means tending to close it, a catch acting when engaged to hold the valve open, an oscillating emergency governor having a projectable catch releasing device arranged to come into operation when the speed of the governor exceeds a deter mined limit, and means for positively and directly connecting and actuating said governor to and by a moving part of the engine.

4. In a steam engine having a throttle valve controlling the admission of steam to the valve chest, the combination of said valve with constantly acting means tending to close it, a catch acting when engaged. to hold the valve open, an oscillating emergency governor having a projectablc catch releasing device arranged to come into operation when the speed of the governor exceeds a determined limit, means for actuating an engine valve or valves including an oscillating lever J, and a positive actuating connection from said lever to the emergency governor.

5. In a steam engine, a throttle valve in combination with a latch device comprising the bell crank lever R, R the catch lever S, S, a tie connecting the lever arms R and S and a spring acting to force said lever arms apart, a system of links and levers connecting the throttle valve and latch device and. an emergency governor adapted to serve as a catch releasing device and means for actuating said governor connected to a moving part of the engine.

6. In a steam engine, a throttle valve in combination with a latch device comprising the bell crank lever R, R, the catch lever S, S, a tie connecting the lever arms R and S and a spring acting to force said lever arms apart, a system of links and levers connecting the throttle valve and latch device, said system including an extensible and contractible link whereby the valve may be opened when the catch is engaged or the catch forced to engaging position when the valve is closed, an emergency governor adapted to serve as a catch releasing device and means for actuating said governor connected to a moving part of the engine.

GUSTAV B. PEISCIIE.

Witnesses:

ARNOLD KA'rz, D. S'rEwAn'r. 

